Engine-stop.



M. RIESNER.

ENGINE STOP.

APPLICATION IILBD 00124, 1911.

1,088,931. Patented Mar.3,1914.

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M. RIESNER.

ENGINE sTqP. APPLICATION FILED 00124, 1911. 1,088,931 Patented Mar. 3, 1914.

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M. RIESNER.

ENGINE STOP.

APPLICATION FILED 00124, 1911.

1,088,931. Patented Mar. 3, 1914.

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STATES PATENT OFFICE.

MICHAEL RIESNER, 0F CINCINNATI, OHIO, ASSIGNOR TO INTERNATIONAL STEAM PUMP COMPANY, A CORPORATION OF NEW JERSEY.

ENGINE-STOP.

Specification of Letters Patent.

Patented Mar. 3, 1914.

Application filed October 24, 1911. Serial No. 656,458.

To all whom it may concern:

Be it known that I, MICHAEL RIEsNnR, a citizen of the United States, residing at Cincinnati, county of Hamilton, and State of Ohio, have invented certain new and useful Improvements in Engine-Stops, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

This invention relates to governing devices for prime movers, and has as a principal object the incorporation of a speed governing device with a safety stop mechanism,

the two mechanisms being so arranged that each may operate independently of the other.

In the drawings Figure 1 is a side elevation of the governor and stop device, Fig. 2 is an end elevation of the same, and Fig. 3 is a side elevation partly diagrammatic of the two inlet valves of a Corliss valve gear.

Referring to Fig. l, a Corliss governor of the usual fly-ball type is represented at 10 as mounted upon shaft 11 and supported by the vertical standard 12. The governor is driven by pulley 13 and belt 14 from the engine shaft in the usual manner.

The movement of the governor is communicated by stems 30 to collar 15, and thence to bell-crank 16 fulcrumed at 17. The lower arm of 1G is fitted with a pin 18 forming the fulcrum of a floating bell-crank 19. One arm of the latter is connected by a link 20 to a short arm 21 carried upon a sleeve 23 (see Fig. 2). This sleeve is supported by a stud shaft 23 and carries at its outer end the arm 22 equipped with a roller 24 normally resting upon the governor belt as shown. The other arm of the floating bellcrank 19 is connected by means of a link or rod 25 with the cut-off collar 26 of a typical Corliss inlet valve gear. This cut-off collar controls the position of the tripping latch 27 in the usual manner. Mounted upon the cut-01f collar is a safety stop 28 which is adapted to cooperate with the latch 27 under conditions to be presently described.

As shown in Fig. 3, the cut-off collars 26, 26 of the two inlet valves are connected by the diagonal link 29, so that the link 25 imparts equal degrees of movement to the two valves. The linkage is so proportioned that the upper end of link 20 at the point of its attachment to the floating bell-crank 19 describes an are having its center at 21. and coinciding as nearly as possible with the radius of the depending arm of bell-crank 16. The effect of these connections is such that the depending arm of the floating bellcrank is given a resultant movement which is substantially the same as if it were an integral part of bell-crank 16. It follows that the movement transmitted normally to rod 25 is in accordance with and is substantially in direct proportion to the movement of the governor collar 15.

An inspection of Fig. 1 will show that this regulation by the governor will not be affected by any unsteadiness of the belt let while the engine is running, as in such case the arm 21 will oscillate only slightly about its dead center. Should the belt break or run off the pulley, however, the arm 22 will fall to the position indicated by the dotted lines, and in so doing will alter the position of the floating bell-crank as shown. This movement transmitted through red 25 will bring the cut-off collars 26, 26 into such position that the safety stops 28, 28 will engage their respective latches 27, 27 to pre vent the opening of either of the inlet valves. This position is shown in Fig. 3.

It should be noted that the operation of the cut-oil collars is quite different from that of the usual Corliss gear. The cut-oil collars have the usual range of movement corresponding to the movement of the governor collar 15; but in addition thereto, and be yond this range, they may have an extra movement due to the displacement of the lever 22 and its connected mechanism. This arrangement is of great value as it permits the engine to be started without any preliminary elevation of the governor mechanism such as has heretofore been necessary.

In the devices heretofore in use, the total range of movement of the cut-off collars is only equal to that of the governor collar or stem, and the cam surfaces upon the cut-oil collars are so positioned upon the collars that when the governor collar is in its lowest position (which it will assume should the governor belt break, or when the engine is at rest) the cams will be in contact with the tripping latches and thus prevent any opening of the inlet valves. It is obvious that before such an engine at rest can be started, suitable mechanism must be manipulated to raise the governor mechanism sulliciently to move the cams free from the latches, so that the inlet valves may be operated. The

collar 15 must thus be raised against the heavy pressure of the governor spring, which in the more modern type of governors is extremely powerful, and, moreover, the collar 15 must be held in this position in spite of the ensuing friction until the engine has accelerated to the point where the fly balls take up the load of the governor springs.

With the improved mechanism, when the engine is at rest and the governor is in its lowest position, the tripping latches 27, 27 are not. disabled by the cut-off collars and consequently the engine may be started without any manipulation of the governor mechanism. Ihe only time when the safety cams 28, 28 disable the tripping latches is when the arm 22 is displaced from its normal position, and in such case the cut-off collars occupy a position beyond the range of movement given to them by the governor mechanism.

VVhile this improvement is shown in connection with a fly ball. governor and with a Corliss valve gear, it is to be understood that it is so shown for illustrative purposes only; the mechanism is equally applicable to steam or gas engines, steam or water turbines, or to any other prime mover equipped with a governing device. And while the safety stop device is shown as being brought into operative position by the breaking of a governor belt, this is not intended as a limitation of the device to such use; for it is obvious that it may be provided and operate with controlling means other than the governor belt tension as here shown.

What is claimed:

1. In combination, a governor, a valve gear, connections between the governor and the valve gear, and a safety device controlling the valve gear independently of the governor, without breaking the connections between the governor and the valve gear.

2. In combination, a governor, a safety lever, a valve gear, connections between the governor and the valve gear adapted to move the valve gear normally in unison with the movement of the governor, and supplementary devices adapted upon movement of the safety lever to cause said connections to move the said valve gear independently of the governor, without break ing the connections between the governor and the valve gear.

3. In combination, a valve gear, an operating link attached to said gear, a governing device and a safety device, each of said devices controlling the movement of the valve gear through the said link, the control of the said valve gear and link by the safety device being at all times independent of the governing device, and the governing device at all times having an unbroken connection with the operating link.

4-. In combination, a governor, a safety lever, a cut-off inlet valve gear, connections between the governor and said gear whereby the point of cut-off is controlled by the position of the governor, the said connections including intermediate mechanism operable in any position of the governor and adapted to prevent the opening of the inlet valve when the safety lever is moved, without breaking the connection between the governor and the gear, substantially as described.

5. In combination, a governor and valve gear, connections bet-ween the governor and valve gear adapted to hold the valve open when the governor is in its lowest position, and a safety device operable through said connections to close the valve independently of the position or movement of said governor.

6. In an engine, a governor and valve gear, connections between the governor and valve gear, the arrangement being such as to permit the engine to be started when the governor is in its lowest position, and a safety device operable through said 'connections to close the valve independently of the position or movement of said governor.

7. In combination, a governor, an independently operable safety device, and a cut off collar, the said collar having a range of movement equivalent and proportionate to the movement of the governor and a greater range of movement due the safety device.

8. In an engine, a governor, a valve gear including a cut-off collar and a tripping latch controlled by the governor, a safety stop mounted upon said collar and adapted to engage said latch, the said stop and latch being normally disengaged when the governor is in its lowest position.

9. In combination, a governor, a valve, a lever, an arm pivoted to the lever, the said lever and arm being adapted to transmit movement of the governor to the valve, a

safety lever, connections with the safety lever and the said arm whereby relative movement between the first said lever and the said arm is normally prevented, the said connections being also adapted to cause a relative movement of the first said lever and said arm upon actuation of the safety lever, without'breaking the connection of said lever and arm with the governor.

10. In combination, a belt-driven governor, a valve, connections between the governor and the valve, a safety lever supported normally by the governor belt and coupled with the said connections, and means whereby the safety lever controls the valve through said connections independently of the governor when the belt is displaced, without breaking the connections bet-ween the governor and the valve 7 11. In combination, governor 10, lever 21,

to the operation of link 20, floating bell-crank 19, link 25, Dell for moving plate 26 beyond its governor crank 16, and means for operating lever 21. controlled movement to bring safety trip 28 12. In combination, governor 10, collar 15, into action. lever 16, floating member 19 on lever 16, a In testimony whereof I have hereunto set 5 valve gear connected to member 19, and a my hand, in the presence of two subscrib- 15 safety device acting through member 19. ing witnesses.

13. In combination, a valve gear having MICHAEL RIESNER. plate 26, carrying safety trip 28, a governor Witnesses: and connections for controlling the normal WILLIAM GOODMAN, 1o movements of plate 26, and safety devices J. H. FEEMSI'ER, Jr.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patentl.

Washington, D. G. i 

